Hyundai Tucson at 2022 Wheels Car of the Year

It’s a barrage of Hyundais at COTY this year, though none comes with the same level of commercial criticality as the Tucson mid-sized SUV.

Competing in the country’s most popular vehicle segment after utes, the Tucson is a big-volume player that jostles with the likes of the Toyota RAV4, Mazda CX-5, Subaru Forester, and its stablemate in this very field, the Kia Sportage.

The fourth-generation Hyundai Tucson follows its predecessor with myriad variants, yet choosing one for COTY wasn’t that tricky.

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First, picking the 2.0-litre turbo-diesel over the two petrol drivetrain alternatives was a no-brainer: the base 2.0-litre petrol is underpowered and the 1.6-litre turbo is hobbled by a recalcitrant dual-clutch auto.

Second, the $45,000 Elite trim grade is a mid-spec model that offers worthwhile extras over the base Tucson while delivering significant savings over the range-topping Highlander.

Our COTY test car’s value was further boosted by an optional N-Line pack that, for just $2000, adds a whole raft of goodies including LED headlights, full-size digital driver display, leather/suede upholstery, auto high beam, and various external/internal embellishments that lend the Tucson a slightly sportier – read: better – look.

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If we restrict our subjective views on the styling to our resident car designer, Richard was quietly impressed. “The exterior and interior styling isn’t trendsetting but is nice and contemporary.”

But onto more objective matters…

All cars may be tested against the Car of the Year criteria, yet it’s impossible to ignore some form of comparison when two heavily related vehicles are in the mix.

And so it wasn’t ignored; the Hyundai Tucson and Kia Sportage were bundled into the same driving group to ensure judges could test them back-to-back. There were differences discovered at the proving ground, including ESC calibrations.

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“Strangely, the Tucson’s stability control and traction smarts are more intrusive on gravel than the Sportage’s – they’re overly nannying,” Curt proffered. “The traction control seems to be forced into an old-school approach of turning off the power taps completely rather than trying to work out a response that allows progress.”

“Decent oiler; nicely paired with a torque-converter auto” – Curt Dupriez

However, all judges acknowledged the system was at least doing its thing to keep the driver on the straight and narrow. And it was the Hyundai that handled the emergency lane-change manoeuvre with greater distinction.

“The Tucson was less scrappy than the Sportage, containing its mass more convincingly,” noted Alex.

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There was also shared disappointment that the N-Line badge doesn’t bring any performance or dynamic gains for the Tucson as it does with other Hyundai models, yet there was still widespread praise for the SUV’s good levels of grip, decent steering, and solid handling on the Five Percent Gradient course.

The 2.0-litre turbo-diesel was not quite as admired as the 2.2L diesel in the Palisade, with judges imparting some criticism for the engine’s slightly coarse and clattery nature.

There was also wonderment at the lack of new-generation engines – including the badly needed hybrid option that would help give the Toyota RAV4 a tougher run for its money.

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While not every item of cabin technology ticked boxes for judges – such as the so-so digital driver display and lack of wireless phone charging in all but the Highlander – the interior was considered a major improvement.

That especially applies to increased cabin space that comes as a natural result of larger vehicle dimensions.

It’s an improvement shared with the Sportage, of course.

Dylan summed up the inescapable comparison. “Picking between this and Sportage is like choosing between Cokeand Pepsi.”

The question is whether the Kia would taste just that bit sweeter to go one step further…